WO2007097819A2 - Traction électrique - Google Patents

Traction électrique Download PDF

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Publication number
WO2007097819A2
WO2007097819A2 PCT/US2006/060833 US2006060833W WO2007097819A2 WO 2007097819 A2 WO2007097819 A2 WO 2007097819A2 US 2006060833 W US2006060833 W US 2006060833W WO 2007097819 A2 WO2007097819 A2 WO 2007097819A2
Authority
WO
WIPO (PCT)
Prior art keywords
ice
recited
motor
vehicle
electric motor
Prior art date
Application number
PCT/US2006/060833
Other languages
English (en)
Other versions
WO2007097819A3 (fr
Inventor
Warner Olan Harris
Original Assignee
Zero Emission Systems, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US11/374,709 external-priority patent/US7543454B2/en
Priority to CA2643165A priority Critical patent/CA2643165C/fr
Priority to AT06850144T priority patent/ATE508001T1/de
Priority to CN200680053009.2A priority patent/CN101489822B/zh
Priority to EP06850144A priority patent/EP1991439B1/fr
Priority to PL06850144T priority patent/PL1991439T3/pl
Application filed by Zero Emission Systems, Inc. filed Critical Zero Emission Systems, Inc.
Priority to DE602006021805T priority patent/DE602006021805D1/de
Priority to JP2008556310A priority patent/JP2009527418A/ja
Priority to MX2008010330A priority patent/MX2008010330A/es
Publication of WO2007097819A2 publication Critical patent/WO2007097819A2/fr
Publication of WO2007097819A3 publication Critical patent/WO2007097819A3/fr
Priority to HK09104124.2A priority patent/HK1125898A1/xx

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention concerns a drive train including an internal combustion engine (“ICE”) coupled to a transmission having an opening, and, more particularly, concerns an electric motor and transfer device coupling the electric motor to the transmission via the opening, enabling the electric motor to selectively power the drive train during at least certain intervals when the ICE is powered off.
  • ICE internal combustion engine
  • U.S. Patent No. 6,269,713 discloses the addition of a conventional power takeoff (“PTO") device to a passenger vehicle in order to take power out of the vehicle's ICE for "inching.”
  • PTO power takeoff
  • Ohke further discloses the addition of a hydraulic pump, hydraulic motor and secondary transmission coupled to the vehicle's conventional transmission output shaft in order to return power from the PTO for moving the vehicle in the inching mode. While this arrangement does not require replacement of the vehicle's original transmission, it has other disadvantages, not the least of which is that the ICE operates full-time in order to supply power to the PTO for inching. Also, power losses through the hydraulic pump, hydraulic motor and secondary transmission are substantial. Referring to prior art FIG.
  • a transmission 122 has a case 127 defining a port 124, which is covered by a removable access plate 121.
  • Internal combustion engine (“ICE") crankshaft 110 connects to transmission input shaft 125 via clutch 120.
  • ICE is coupled via crankshaft 110 to a drive train that includes clutch 120 coupled to input 125 of transmission 122.
  • Transmission 122 has a transfer gear 130 coupled to input shaft 125.
  • a conventional power takeoff (“PTO") 140 which is a type of transfer device, has a case 142 defining an opening that matches port 124.
  • Case 142 is adapted for bolting to transmission case 127 so as to align case 142 with port 124 so that gear 141 of PTO 140 engages gear 130 of transmission 122, as is conventional. This arrangement conventionally enables takeoff of power from ICE crank shaft 110 via PTO shaft 143.
  • Jedrzykowski also discloses the use of a PTO for very slow speed operation.
  • the application is for a tractor and the slow speed operation is referred to as "creeping.”
  • the tractor's clutch is disengaged for the creeping mode of operation and the PTO is used to put power into its transmission shaft from an externally mounted electric motor.
  • the electric motor is energized by a generator that is, in turn, driven by the tractor's ICE.
  • Jedrzykowski' s disclosure only addresses a limited set of obstacles with regard to the present problem and also has the disadvantage that operation of the ICE ultimately supplies the power for creeping, so that the ICE must operate full time.
  • the need is especially acute for hauling large loads by heavy duty, tractor-trailer trucks, particularly in situations such as in heavy traffic or around staging areas, where movement may be sporadic or relatively slow.
  • a system includes a drive train with an internal combustion engine (“ICE") coupled to a transmission having a power takeoff port.
  • a transfer device couples an electric motor to the transmission via the port.
  • the electric motor is enabled in a certain configuration of the system to selectively power the drive train during at least certain intervals when the ICE is powered off.
  • the system includes a source device for supplying power to the electric motor.
  • the source device may include a fuel cell.
  • the source device may include a battery.
  • the source device may include a battery and a fuel cell configured to charge the battery.
  • system is configured to enable charging of the battery by the ICE when the ICE is powered on .
  • the drive train includes a clutch coupled to an input of a transmission, and the system includes an electric motor and a transfer device for transferring rotation of the motor to the transmission input for moving the vehicle.
  • the system also includes a source device electrically coupled to the motor to supply power for the moving of the vehicle during at least certain intervals when the ICE is powered off.
  • the system also includes controls configured to enable the moving to occur selectively.
  • the transmission has a case defining a port for accessing the transmission input and the transfer device has a case fixed to the transmission case such that the transfer device engages the transmission input for transferring the rotation of the electric motor.
  • the system includes a motor controller, wherein the source device is electrically coupled to the motor via the motor controller.
  • the source device includes a battery electrically coupled to the motor controller to supply electrical power for the motor, wherein the electrical coupling of the fuel cell to the motor is via the battery so that the fuel cell is operable to recharge the battery.
  • the controls are electrically coupled to, and operable with, the motor controller to energize the electric motor responsive to a demand signal.
  • the demand signal is a variable demand signal and the energizing of the electric motor includes variable energizing such that speed of the vehicle is modulated responsive to the variable demand signal.
  • the controls include a throttle and a variable impedance device.
  • the energizing of the electric motor may include variable energizing.
  • the demand signal may include a variable impedance signal from the variable impedance device, where the impedance is varied responsive to the throttle.
  • the controls are electrically coupled to, and operable with, the motor controller to deenergize the electric motor responsive to a shutdown signal, wherein the shutdown signal indicates operation of the ICE or a precursor to operation of the ICE.
  • the shutdown signal may include a signal for starting the ICE.
  • the shutdown signal may include a clutch position signal.
  • the shutdown signal may include an ICE rotation signal.
  • the shutdown signal may include an ICE ignition signal.
  • the controls include an actuator configured to automatically move the clutch to a position in which the ICE is disengaged from the transmission input responsive to a signal.
  • the signal to automatically move the clutch may indicate initializing of an operating mode in which movement of the vehicle is powered by the electrical motor.
  • the system is configured for enabling charging of the battery by the
  • the vehicle includes an air compressor driven by the ICE for supplying air to a reservoir for a braking subsystem of the vehicle.
  • the system comprises an auxiliary air compressor for supplying air to the reservoir during at least certain times when the ICE is powered off.
  • the system also includes an auxiliary air electric motor for driving the auxiliary air compressor and an air pressure switch coupled to the reservoir for turning on the auxiliary air electric motor responsive to low air pressure.
  • the vehicle includes a hydraulic fluid pump driven by the ICE for supplying fluid to a steering subsystem of the vehicle.
  • the system comprises an auxiliary hydraulic fluid pump for supplying fluid to the power steering subsystem during at least certain times when the ICE is powered off.
  • the system also includes an auxiliary hydraulic fluid electric motor for driving the auxiliary hydraulic fluid pump and at least one limit switch coupled to the steering subsystem for turning on the auxiliary hydraulic fluid electric motor responsive to a position of at least one component of the steering subsystem.
  • the at least one component of the steering subsystem may include a steering arm.
  • a computer system includes a processor and a storage device connected to the processor.
  • the storage device has stored thereon a program for controlling the processor.
  • the processor is operative with the program to execute the program for performing a method, in whole or in part, which may include processes for controlling a system such as described herein.
  • a computer program product is stored on a tangible, computer readable medium.
  • the computer program product has instructions for executing by a computer system. When executed by the computer the instructions cause the computer to implement processes for controlling a system such as described herein.
  • FIG. IA illustrates aspects of a prior art drive train.
  • FIG. IB illustrates aspects of a prior art drive train with a PTO.
  • FIG. 2 illustrates certain components and certain mounting and engagement aspects of an electric traction system for a vehicle, according to an embodiment of the present invention.
  • FIG' s 3 A and 3B are block diagrams illustrating additional aspects of an electric traction system for a vehicle, according to an embodiment of the present invention.
  • FIG. 4 is an electrical schematic diagram illustrating certain control aspects of the electric traction system of FIG. 3, according to an embodiment of the present invention.
  • FIG. 5 illustrates certain aspects of an actuator and linkage to a main engine clutch for the vehicle of FIG. 3, according to an embodiment of the present invention.
  • FIG. 6 illustrates a computer system in which at least aspects of control processes of the invention may be implemented, according to an embodiment of the present invention.
  • an electric traction system includes an electric motor (referred to herein also as an electric traction motor) to drive a vehicle's conventional or original equipment transmission for traction when the vehicle is moving slowly, frequently idling, or when noise or pollution is a concern.
  • the main traction engine an ICE
  • the electric traction motor may be operated in a second mode as a generator, which is powered by the main traction engine via the OEM transmission, in order to recharge batteries of the electric traction system.
  • the system includes a hydrogen fuel cell that also generates electricity and thus reduces the size of batteries required to operate the system's electric traction motor.
  • a preferred application of the invention is for heavy duty trucks traveling at speeds below approximately 20 MPH.
  • the invention may be applied at higher speeds and for different vehicles.
  • trucks may be driven at least partly by an electric traction motor even at speeds above 20 MPH when near communities where noise or emissions are an issue, such as in heavy traffic and in densely populated communities near ports, for example, where smog and noise may be particularly problematic.
  • Other reasons may exist for driving a truck or other vehicle at least partly by an electric traction motor at speeds above 20 MPH according to an embodiment of the invention.
  • electric traction motor 150 is shown mounted on frame rails 156 of a truck.
  • the arrangement of FIG. 2 is structurally different than a conventional HEV arrangement, in which a hybrid transmission houses an electric motor and planetary gear set that couples the electric motor shaft to the transmission output shaft for transferring rotation from the electric traction motor to the transmission output shaft, which is also driven by the ICE (not shown in FIG. 2).
  • Electric traction motor 150 in FIG. 2 is external to transmission case 127 and is too heavy and large to be reliably supported by case 127, since transmission case 127 cannot reliably withstand this much cantilevered weight.
  • brackets 154 are mounted to frame rail 156 of the truck by pinch clamps 158.
  • motor 150 is bolted to brackets 154 with sufficient clearance to permit the conventional drive train, which includes transmission 122, to freely move relative to frame rail 156 and other components.
  • Motor 150 is controlled by control system 160 and supplied by battery 170, which is a type of source device. Battery 170 is, in turn, supplied by hydrogen fuel cell 180, which is another type of source device.
  • Motor 150 is provided to power transmission output shaft 129 via gear 141 of PTO 140 that engages gear 130 on an input shaft 125 of transmission 122. That is, gear 141 is for transferring rotation from electric traction motor 150 to drive shaft 129.
  • PTO 140 houses gear 141 in a case 142 independent of, and removably bolted to, transmission case 127, such that gear 141 is aligned to engage gear 130 through port 124 of transmission case 127.
  • electric traction motor 150 is preferably for powering the truck in lieu of the truck's ICE, i.e., with the ICE shut off.
  • a shutdown device (not shown in FIG. 2) is provided that includes control logic (not shown in FIG. 2) to deenergize electric traction motor
  • crank shaft 110 engaging transmission input shaft 125, [CHECK THIS] as will be described further herein below.
  • a mechanical or electromechanical device (not shown in FIG. 2) is also included to hold clutch 120 in a position in which shaft 110 is disengaged from shaft 125, thereby satisfying the logic.
  • FIG. 3 A a block diagram is shown of an electric traction system for a vehicle 300, according to an embodiment of the present invention.
  • Vehicle 300 has a drive train, which includes a conventional arrangement of traction ICE 302 coupled to crankshaft 110, clutch 120, transmission input shaft 125, transmission 122, transmission output shaft 125 and differential 316. Differential 316 translates rotation of crankshaft 110 to axles 318 and, in turn, wheels 320.
  • Vehicle 300 also has a conventional 12VDC battery 310 for supplying conventional electrical system 308 for ignition, lights, etc.
  • Vehicle 300 includes electric traction motor 150 for driving transmission 122 via PTO 140, as previously described.
  • Motor 150 is directly powered by an AC output of a motor controller (not shown in FIG. 3A) of control system 160, which is powered by 144 VDC batteries 170, which are, in turn, recharged by hydrogen fuel cell 180.
  • Hydrogen fuel cell 180 is supplied by a canister 314 of compressed hydrogen. Besides charging batteries 170 to supply power for motor 150, fuel cell 180 also charges conventional tractor system 12 VDC battery 310.
  • electric motor 150 is an alternating current type, so that it is operable in reverse to generate electricity when engine 302 is running and clutch 120 engages crankshaft 110 to transmission input shaft 125.
  • motor/generator 150 charges batteries 170 via control system 160.
  • the horsepower rating of motor 150 may vary from one embodiment of the invention to the next, depending on the load that needs to be serviced and on the required speed and acceleration.
  • a fully loaded heavy duty, tractor-trailer truck may weigh around 80,000 pounds. (Conventional electric vehicles of around 1800 pounds require an electric motor of about 50 HP to achieve and maintain 80 MPH on electric power only.)
  • electric motor 150 is of the direct current type, weighing about 180 pounds, and is rated 40 continuous HP and 80 HP for up to two minutes.
  • electric motor 150 is an alternating current motor of at least somewhat similar rating and weight.
  • the HP rating and corresponding rate depend upon the vehicle and load.
  • vehicle 300 also includes subsystem 304 that includes air conditioning, clutch, braking and steering subsystems. Refrigerant for cooling, i.e., air conditioning, of subsystem 304 is compressed by compressor 342 driven by ICE 302, as is conventional.
  • the braking subsystem of subsystem 304 is controlled by air that is compressed by an air compressor 346 driven by ICE 302 and stored in reservoir 347, as is conventional for heavy duty trucks.
  • the steering subsystem of subsystem 304 is controlled by a hydraulic actuator (not shown) supplied from reservoir 355 forced by hydraulic pump 354 driven by main ICE 302, as is also conventional.
  • auxiliary drivers 306 controlled by control system 160 and supplied by batteries 170 for operation of air conditioning, clutch, braking and steering when ICE 302 is not running.
  • air conditioning compressor 342 is directly driven by an auxiliary electric motor 344 under control of control system 160, as described in the above referenced US patent application number 11/374,709.
  • auxiliary drivers 306 include an auxiliary air compressor 348 coupled to air reservoir 347 by a check valve 352, which prevents back flow, and driven by auxiliary electric motor 350 to provide compressed air in the electrical mode of operation under control of control system 160.
  • Drivers 306 also include an auxiliary hydraulic fluid pump 356 coupled to hydraulic fluid reservoir 355 by a check valve 360, which prevents back flow, and driven by auxiliary electric motor 358, so that pump 356 provides motive fluid for braking during electrical operation of vehicle 300 under control of control system 160.
  • Control System
  • System 160 includes a motor controller 406 for providing voltage to control the speed of motor 150.
  • motor controller 406 is a Cutler PMC1238.
  • motor controller 406 is a Cutler PMC 1231C. More specifically, motor controller 406 outputs a voltage to control electric traction motor 150 speed responsive to a demand signal.
  • a sensor FTR is mechanically, electrically or optically coupled to a foot throttle (not shown) of the vehicle in such a manner that the resistance or impedance of FTR varies responsive the driver's positioning of the foot throttle, thereby providing a variable demand signal responsive to which the output voltage of motor 406 varies, thereby varying the voltage to motor 150 such that speed of the vehicle is smoothly modulated responsive to the variable demand signal.
  • Varying the voltage may include varying any of, or any combination of, frequency, voltage level, or voltage pulse widths.
  • the foot throttle is a conventional, well known, means for controlling rotational speed of an ICE and the resulting speed of a vehicle, such as that of the vehicle controlled by system 160.
  • auxiliary electric motor 350 drives an auxiliary air compressor
  • system 160 also includes various controls providing logical interlock functions, which receive signals from sensors 330, in order to ensure safe operation of vehicle 300, including electric traction motor 150, auxiliary drivers 306 and HVAC, clutch, braking and steering components of system 304.
  • VDE Key Switch The following describes conventional operation of the vehicle in relation to switch 402, which is part of electrical system 308.
  • system 160 Wired into the conventional 12 VDC electrical system of vehicle 300, system 160 has a conventional vehicle diesel engine key switch 402, which has a number of different positions, three of which are explicitly shown in FIG. 4, i.e., positions "run,” “off and “accessory.”
  • a driver conventionally inserts a key into switch 402, where switch 402 is initially oriented in the "off position.”
  • the driver then turns the key to the right to a "start” position (not shown in FIG. 4) in order to energize a starter motor that cranks vehicle diesel engine 302. Then, once engine 302 is sustaining its operation by internal combustion, the driver releases the key in switch 402, which spring-returns to the "run" position shown in FIG.
  • Switch 402 a position that is conventionally between the "off position and the "start” position and in which the switch will stay if undisturbed, i.e., a position having no spring return feature.
  • the driver may turn the key in switch 402 back to the left to the "off position, where switch 402 will stay if undisturbed.
  • Switch 402 also has an "accessory" position, as shown in FIG. 4, which is conventionally to the left of the "off position, for turning on accessories such as a radio. Conventionally, if the driver turns the key to the "accessory” position switch 402 will stay in this position if undisturbed.
  • VDE Key Switch Logically Interlocked to Electric Traction Motor Controller
  • coils of relays AC and V are wired to the accessory and "run" positions of switch 402, respectively, such that when switch 402 is in the "accessory” position the coil of relay AC is energized and when switch 402 is in the "run” position the coil of relay V is energized via 12 VDC, which is conventionally supplied by 12 VDC battery 310.
  • System 160 also includes an auxiliary battery 170 that supplies a first auxiliary voltage for an electric traction system, including electric traction motor/generator 150, the supplied voltage 144 VDC being shown in FIG. 4. (Although referred to as “144 VDC" it should be understood that the voltage supplied by battery 170 may vary and that control system 160 may operate properly within a supply voltage range.
  • controller 406 will operate properly with supply voltage as low as 84 VDC, for example.
  • An electronic traction system key switch 404 has a "run” position wired to the 12 VDC supply and in series with a normally closed contact Vl of relay V mentioned herein above and relay coil KR, as shown, such that when switch 404 is in the "run” position, the "run” contacts of switch 404 are made.
  • relay V is de-energized so that contacts Vl are made
  • relay coil KR is energized via the 12 VDC supply.
  • relay V provides an interlock such that if vehicle diesel engine switch 402 is in the "run” position, relay coil KR is prevented from being energized.
  • relay V is deenergized so that if electronic traction system switch 404 is in the "run” position, relay coil KR will be energized (also referred to herein as being “picked up”).
  • System 160 also includes a relay coil MC wired in the 144 VDC supply in series with normally open contacts ACl of the previously mentioned AC relay.
  • relay AC provides another interlock. That is, if the vehicle diesel engine 302 switch 402 is in the "accessory” position, relay coil AC is picked up, which makes contacts ACl, thereby picking up relay MC. But if switch 402 is not in the "accessory” position, relay coil AC is dropped out, which breaks contacts ACl, thereby dropping out relay MC.
  • Normally open contacts MCl of relay MC are wired to connect (i.e., "make") 144 VDC to main terminal + of controller 406, as shown.
  • relays AC, V, KR, KG and MC cooperate to provide control logic as further described below such that for operation of motor controller 406 vehicle diesel engine switch 402 must not be in the "run” position, but instead must be in the "accessory” position, while electric traction switch 404 must be in the "run” position. That is, in order to energize main terminals + and - of controller 406, which is, of course, required in order to control the speed of electric traction motor 150 by FTR via foot throttle, contacts MCl must make. In order to make contacts MCl, coil MC must pick up, of course. In order to do this, vehicle diesel engine 302 switch 402 must be in the "accessory” position, which picks up coil AC, making contacts ACl and picking up coil MC.
  • additional shutdown devices 420 are provided in series with contacts ACl and coil MC. These devices 420 may prevent picking up MC, thus preventing motor 150 from running, or may interrupt the path for picking up and holding MC, thereby shutting down motor 150 once it is running.
  • Shutdown devices 420 may operate responsive to additional sensors 330 that generate shutdown signals indicating operation of the ICE or a precursor to operation of the ICE, such as a signal for starting the ICE, a clutch position signal, an ICE rotation signal, an ICE ignition signal.
  • some or all shutdown devices 420 may be overridden by override devices 425 for different modes of operation, such as for operating electric motor 150 as a generator driven by ICE 302 via clutch 120, so that the overridden shutdown devices 420 will not trip out motor 150.
  • controller 406 Energizing main terminals + and - of controller 406 supplies main power to controller 406, but controller 406 also requires control power to terminal CP. With contacts MCl made, the 144 VDC supply is coupled to terminal CP via a 1000 ohm, 20 watt resistor R and this precharges internal controls of controller 406 coupled to terminal CP. This precharging is helpful for providing a quick response by controller 406 to action of variable resistor FTR, but does not provide enough current to fully operate controller 406.
  • controller 406 In order for controller 406 to fully operate, contacts KRl or KGl and KR2 or KG2 must make to supply full power to controller 406, which requires relay coil KR or relay coil KG to pick up, of course. In order to do this, vehicle diesel engine switch 402 must not be in the "run” position, thereby ensuring that relay V remains dropped out and contacts Vl and V2 are made. Likewise, electric traction switch 404 must be in the "run” position, which picks up relay coil KR via the made contacts Vl, or else in the "generate” position, which picks up relay coil KG via the made contacts V2.
  • the "generate" position of switch 404 is provided for enabling charging of battery 170 by ICE 302. That is, in an electric traction system "generate" operating configuration, charging of battery 170 by ICE 302 is enabled, which includes transmission 122 being engaged to ICE 302 via clutch 120 for mechanically transferring power from ICE 302 to motor/generator 150 via clutch 120, so that motor/generator 150 is operable as a generator.
  • system 160 has controls for engaging and disengaging the main vehicle diesel engine 302 clutch 120 when in the electric traction system mode of operating.
  • system 160 includes a clutch actuator 412 mechanically linked to clutch 120, as will be explained further in connection with FIG. 5 herein below.
  • Actuator 412 has a clutch pedal depress coil D and a clutch pedal release coil R. Energizing the depress coil D causes actuator 412 to extend, thereby driving linkage coupled to a conventional clutch pedal of the vehicle toward a depressed-pedal position in which crank shaft 110 is disengaged from transmission input shaft 125. Conversely, energizing the release coil R causes actuator 412 to retract, thereby driving the clutch pedal toward a released- pedal position in which clutch 120 engages crank shaft 110 to transmission input shaft 125.
  • Associated with actuator 412 are limit switches 416 CD and CR.
  • Limit switch CD opens responsive to actuator 412 reaching a fully extended position
  • limit switch CR opens responsive to actuator 412 reaching a fully retracted position.
  • actuator 412 stays in its last position, which tends to hold clutch 120 depressed to whatever extent actuator 412 had last driven the clutch pedal to be depressed, if at all.
  • neither actuator 412 nor the mechanical linkage connecting actuator 412 to clutch 120 prevent the clutch pedal from being further manually depressed if the pedal is not already fully depressed.
  • FIG. 5 linkage of actuator 412 to clutch 120 is further illustrated. It should be appreciated that the illustration is generally indicative of linkage, but is somewhat schematic in nature. That is, in FIG. 5 some mechanical details may be omitted or depicted figuratively in order to more clearly depict particular features and aspects of how the illustrated arrangement operates. In addition to depicting actuator 412 of the present invention and its associated linkage,
  • FIG. 5 also depicts conventional linkage for conventional clutch pedal 510 and conventional clutch 120, as follows.
  • a driver In order to disengage clutch 120 a driver conventionally depresses conventional clutch pedal 510 in the vehicle cab, thereby causing disengage motion 530.
  • Clutch pedal 510 is on clutch arm 514, which is rotatably fixed to pivot point 512, so that disengage motion 530 transmits disengage motion 532 via clutch arm 514 to link 520.
  • Link 520 has a distal end opposite the engagement of link 520 to clutch arm 514 and rotatably connected 538 to link 522, as shown. Also, link 520 is rotatably fixed to pivot point 513. Thus, link 520 transmits disengage motion 532 to link 522, causing disengage motion 534 in link 522.
  • actuator 412 and its associated linkage are added to the conventional linkage described in the paragraph above, as follows. Actuator 412 is rotatably secured at one end to the chassis of the vehicle at pivot point 516.
  • An extendable/retractable shaft 542 of actuator 412 (shown in FIG. 5 in its fully retracted position) at the other end of actuator 412 is secured by cup 540 to connection 538 of link 520 and 522, such that links 520 and 522 have sufficient freedom of movement to allow conventional operation by foot pedal 510, as described immediately above, but still enabling actuator 412 shaft 542 to also transmit disengage motion 534 to link 522 by driving shaft 542 toward its fully extended position.
  • FIG. 5 allows freedom for conventional movement of links 520 and 522 for conventional clutch pedal 510 operation of clutch 120 without extending or retracting shaft 542 of actuator 412, which has been added to the conventional linkage between clutch 120 and clutch pedal 510. That is, cup 540 captures coupling 538 loosely enough to permit this freedom of conventional movement but tightly enough so that shaft 542 remains engaged with coupling 538 throughout the range of conventional motion of clutch pedal 510 and the corresponding range of motion of coupling 538. Also, this maintained engagement enables actuator 412 to provide an alternative means for disengaging and reengaging clutch 120. For disengaging, actuator 412 drives link 522 in disengaging motion 534 by extending shaft 542.
  • the conventional clutch 120 includes a spring return mechanism or mechanisms (not explicitly shown in FIG. 5) such that clutch 120 reengages merely by the retracting of shaft 542. That is, the spring return mechanism of clutch 120 moves clutch arm 524 to the reengaged position such that engagement of cup 540 and coupling 538 is maintained even though shaft 542 retracts.
  • Limit switches 416CR and 416CD mounted on actuator 412 sense the position of shaft 542, as will be further explained herein below.
  • system 160 includes a relay coil C wired to the 12 VDC supply of battery 310 in series with normally open contacts KR3 of relay KR.
  • relay coil C picks up responsive to relay coil KR picking up and making contacts KR3.
  • vehicle diesel engine switch 402 not in the "run” position drops out relay V, making normally closed contacts Vl, which picks up relay coil KR if electronic traction system switch 404 is in the "run” position.
  • relay C picks up responsive to vehicle diesel engine switch 402 not in the "run” position and electronic traction system switch 404 in the "run” position, is, the making of contacts KR3 provides a signal indicating initializing of an "electric traction” operating mode, i.e., a mode in which movement, i.e., traction, of vehicle 300 is powered by electrical motor 150.
  • an "electric traction” operating mode i.e., a mode in which movement, i.e., traction, of vehicle 300 is powered by electrical motor 150.
  • Relay C has normally open contacts Cl in series with actuator 412 depress coil D and actuator limit switch 416 CD. Thus, contacts Cl make responsive to relay C picking up and this energizes the depress coil D and causes actuator 412 to drive toward the fully extended position, provided that clutch actuator 412 is not fully extended so that limit switch 416 CD is closed. Once actuator 412 reaches the fully extended position, limit switch 416 CD opens and actuator 412 depress coil D responsively drops out.
  • actuator limit switch 416 CR closes so that actuator 412 release coil R may be energized to once again retract actuator 412 when needed.
  • normally closed contacts C2 break so that 412 release coil R will not be energized.
  • relay C prevents actuator 412 from being retracted unless either i) vehicle diesel engine switch 402 is in the "run” position, which picks up relay V which drops out rely KR, which, in turn, drops out relay C, or else ii) electronic traction system switch 404 is in the "off position, which drops out relay KR, which, in turn, drops out relay C.
  • system 160 has controls for ensuring operability of the system 304 braking and steering components when in the electric traction system mode of operating.
  • the conventional braking system for vehicle 300 includes air reservoir 347 and compressor 346 driven by internal combustion engine 302 to supply pressurized air for operating the brakes.
  • Control system 160 provides a mechanism by which air pressure is supplied for braking even if engine 302 is shut off. Specifically, control system 160 provides a mechanism by which if air pressure for the vehicle's conventional braking system falls below a certain predetermined limit, then if the driver depresses the vehicle's conventional foot throttle, a supplemental air compressor motor 350 turns on to provide supplemental compressed air for operation of the vehicle's conventional brake system.
  • the conventional steering system for vehicle 300 includes hydraulic pump 354 driven by internal combustion engine 302 to supply hydraulic fluid for operating power steering of vehicle 300.
  • Control system 160 also provides a mechanism by which hydraulic fluid is pumped for steering even if engine 302 is shut off. Specifically, control system 160 provides a mechanism by which if the steering wheel of the vehicle is turned left or right beyond predetermined limits, then if the driver depresses the vehicle's conventional foot throttle, a supplemental hydraulic pump motor 358 turns on to drive pump 356 to provide supplemental hydraulic fluid pressure for operation of the vehicle's conventional steering system.
  • Foot throttle limit switch FTLS 420 is operable to close its contacts responsive to sensing that the driver has depressed the vehicle's conventional foot throttle.
  • FTLS 420 is in series in the 12 VDC supply with a relay T, so that responsive to FTLS 420 making, contact relay T picks up.
  • Relay T picking up initiates demand for compressed air for the conventional vehicle braking system and for hydraulic fluid for the conventional vehicle steering system, as follows.
  • an air pressure switch 418 is coupled to air supply reservoir 347.
  • Switch 418 makes responsive to sensing that air pressure in reservoir 347 has fallen below a predetermined limit, e.g., 100 psi.
  • a predetermined limit e.g. 100 psi.
  • Normally open contacts Tl of relay T are in series in the 12 VDC supply with air pressure switch 418.
  • the coil of relay A is in series with Tl and switch 418.
  • Relay A is for initiating demand for supplemental compressed air for the conventional vehicle braking system. That is, relay A has normally open contacts Al in series in a 24 VDC supply with auxiliary air compressor motor 350. Responsive to Tl and switch 418 making, relay A picks up, making contacts Al and energizing brake system auxiliary air compressor motor 350. In summary, responsive to the driver depressing the vehicle's conventional foot throttle, if air pressure falls below 100 psi, for example, auxiliary air compressor motor 350 turns on to provide more air for operation of the vehicle's conventional brake system. Specific details of controls 160 relating to operation of the steering system are as follows.
  • Normally open contacts Tl of relay T are also in series in the 12 VDC supply with parallel connected steering arm limit switches 414SRL and 414 SRR. Also, the coil of relay S is in series with Tl and parallel connected switches 414SRL and 414 SRR, which are mounted on the vehicle's conventional steering arm in such a way that switch 414SRL makes responsive to the steering wheel being turned to the left beyond a certain predetermined limit and switch 414 SRR makes responsive to the steering wheel being turned to the right beyond a certain predetermined limit.
  • Relay S is for initiating demand for supplemental hydraulic fluid pressure for the conventional vehicle steering system. That is, relay S has normally open contacts S 1 in series in a 24 VDC supply with steering system auxiliary hydraulic pump motor 358. Responsive to Tl and switch 414SRL or 414 SRR making, relay S picks up, making contacts Sl and energizing steering system supplemental hydraulic pump motor 358. In summary, responsive to the driver depressing the vehicle's conventional foot throttle, if the steering wheel of the vehicle is turned left or right beyond certain limits, auxiliary hydraulic pump motor 358 turns on to provide more hydraulic fluid pressure for operation of the vehicle's conventional steering system.
  • FIG. 4 there are three different voltage system, 12 VDC, which is a conventional ICE starter voltage system, 144 VDC and 24 VDC. Higher voltage systems are desirable for providing larger power delivery at relatively lower current. It is advantageous that relays such as KR, KG, C, etc. provide voltage isolation and current interrupting capacity, in addition to the logic function they perform. For example, it is desirable not to route voltages above 12 VDC in the cabin of a vehicle.
  • relays and relay logic may be implemented at least partly in the form of an embedded controller or other form of computer system having corresponding control-related processes in the nature of a computer program. Such a computer system and control-related processes may be incorporated in the above described motor controller, for example.
  • discrete sensors 330 are shown herein for actuating various dedicated relays. The signals provided by sensors 330 may be available on an original equipment data bus supplied by the vehicle manufacturer for input to a computer of control system 160.
  • Computer system 600 includes processor or processors 615, a volatile memory 627, e.g., RAM and a nonvolatile memory 629.
  • Memories 627 and 629 store program instructions (also known as a "software program"), which are executable by processors 615, to implement various embodiments of a software program in accordance with the present invention.
  • Processor or processors 615 and memories 627 and 629 are interconnected by bus 640.
  • An input/output adapter (not shown) is also connected to bus 640 to enable information exchange between processors 615 and other devices or circuitry.
  • System 600 is also adapted for at least temporary connection of a keyboard 633, pointing device 630, e.g., mouse, and a display device 637.
  • pointing device 630 e.g., mouse
  • nonvolatile memory 629 may include a disk for data storage and an operating system and software applications. In other embodiments, nonvolatile memory 629 is not necessarily a disk. The operating system may even be programmed in specialized chip hardware. Memory 629 also includes ROM, which is not explicitly shown, and may include other devices, which are also not explicitly shown, such as tapes.
  • Storing of data may be performed by one or more processes of computer system 600 and may include storing in a memory, such as memory 627 or 629, of the same computer system 600 on which the process is running or on a different computer system.
  • control-related processes of the present invention are capable of being distributed in the form of a computer readable medium of instructions executable by a processor to perform a method, i.e., process, such as described herein above.
  • Such computer readable medium may have a variety of forms.
  • the present invention applies equally regardless of the particular type of signal bearing media actually used to carry out the distribution.
  • tangible computer readable media include recordable-type media such a floppy disk, a hard disk drive, a RAM, and CD-ROMs.
  • transmission-type media include digital and analog communications links.
  • Various embodiments implement the one or more software programs in various ways, including procedure-based techniques, component-based techniques, and/or object-oriented techniques, among others.
  • the controls may be operable to bump the electric motor for moving the vehicle in jerks, i.e., simply energize and deenergize the electric motor at a low frequency.
  • the motor controller may accomplish this bumping responsive to an on-off demand signal.
  • fuel cell 180 may be included other things in an auxiliary power unit ("APU") secured behind a cabin of vehicle 300 on a frame of a tractor portion thereof.
  • the cabin also rides on the frame.
  • the APU includes a rectangular housing for fuel cell 180 bolted to respective air springs located directly below four corners of the housing.
  • APU further includes a spreader to which air springs are bolted. Also two coil springs are connected to the spreader by respective eyebolts bolted to one side of the housing near respective corners, such that the connections of the coil springs at spreader are located so as to keep coil springs extended downward from the bottom of housing and outward.
  • the coil springs are also somewhat stretched by the spreader, but are well within their elastic limit. In this way, the springs are held in tension and tend to provide forces opposing one other and keeping the housing centered above and pulled down securely toward air the springs.
  • the air springs are interconnected by an air supply line having a connection via a pressure regulator for connecting the air springs to the conventional compressed air system included in subsystem 304 for brakes of vehicle 300.
  • the air springs may be inflated from the compressed air system, which adds to the tension of the coil springs and thereby more securely keeps the housing centered above and pulled down toward the air springs. It is advantageous that the housing is thus secured to the frame of vehicle 300 without any rigid members, or even piston-type shock absorbers, that can directly transfer the shocks of bumps and jerks from the frame to the housing.
  • shock absorbers do, of course, tend to absorb such shocks in a single direction, they do tend to prevent movement in some directions, so that they do have a greater tendency to transfer forces from some directions than does the above described arrangement.
  • Conventional air springs that are suitable for the above described use are available, for example, from McMAster-Carr.
  • a conventional PTO may be added to a conventional transmission via a conventional PTO port to serve as a transfer device in a non-conventional manner for putting power into a vehicle drive train from an electric traction motor supplied by of an external source device, even when the vehicle's ICE is powered off;
  • a hydrogen fuel cell in a suitable auxiliary power unit mounted on a vehicle as herein disclosed is durable enough and provides sufficient energy such that it may be provided as the external source device in order to move even a very substantial load, such as a fully loaded tractor-trailer truck, over a substantial distance or for operation of substantial duration;
  • a battery may provide still further energy for instantaneous power demands and may be recharged at appropriate intervals of low or non-electric operation demand either by the fuel cell or by the ICE via reverse operation of the electric traction motor; and controls and auxiliary subsystems, including clutch actuation, auxiliary air and auxiliary hydraulic fluid subsystems, are disclosed to enable operation

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Reciprocating, Oscillating Or Vibrating Motors (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un train d'entraînement qui comprend un moteur à combustion interne couplé à une transmission dotée d'un orifice de prise de force. La prise de force permet à un organe de transfert d'accoupler un moteur électrique à la transmission. Dans une certaine configuration, le moteur électrique est activé pour assurer de manière sélective la propulsion du train d'entraînement pendant au moins certains intervalles de temps au cours desquels le moteur à combustion interne ne fonctionne pas.
PCT/US2006/060833 2006-02-21 2006-11-13 Traction électrique WO2007097819A2 (fr)

Priority Applications (9)

Application Number Priority Date Filing Date Title
MX2008010330A MX2008010330A (es) 2006-02-21 2006-11-13 Traccion electrica.
AT06850144T ATE508001T1 (de) 2006-02-21 2006-11-13 Elektrische traktion
CN200680053009.2A CN101489822B (zh) 2006-02-21 2006-11-13 具有驱动轮系的系统以及电牵引系统
EP06850144A EP1991439B1 (fr) 2006-02-21 2006-11-13 Traction électrique
PL06850144T PL1991439T3 (pl) 2006-02-21 2006-11-13 Napęd elektryczny
CA2643165A CA2643165C (fr) 2006-02-21 2006-11-13 Traction electrique
DE602006021805T DE602006021805D1 (de) 2006-02-21 2006-11-13 Elektrische traktion
JP2008556310A JP2009527418A (ja) 2006-02-21 2006-11-13 電気牽引
HK09104124.2A HK1125898A1 (en) 2006-02-21 2009-05-05 Electric traction

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
US77473206P 2006-02-21 2006-02-21
US60/774,732 2006-02-21
US11/374,709 2006-03-14
US11/374,709 US7543454B2 (en) 2005-03-14 2006-03-14 Method and auxiliary system for operating a comfort subsystem for a vehicle
US11/558,786 US7600595B2 (en) 2005-03-14 2006-11-10 Electric traction
US11/558,786 2006-11-10

Publications (2)

Publication Number Publication Date
WO2007097819A2 true WO2007097819A2 (fr) 2007-08-30
WO2007097819A3 WO2007097819A3 (fr) 2008-06-05

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PCT/US2006/060833 WO2007097819A2 (fr) 2006-02-21 2006-11-13 Traction électrique

Country Status (14)

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US (1) US7600595B2 (fr)
EP (2) EP2347926B1 (fr)
JP (2) JP2009527418A (fr)
KR (1) KR20080109768A (fr)
AT (1) ATE508001T1 (fr)
CA (1) CA2643165C (fr)
DE (1) DE602006021805D1 (fr)
ES (1) ES2399196T3 (fr)
HK (1) HK1125898A1 (fr)
MX (1) MX2008010330A (fr)
MY (1) MY146206A (fr)
PL (2) PL2347926T3 (fr)
TW (1) TWI371380B (fr)
WO (1) WO2007097819A2 (fr)

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US20070181355A1 (en) 2007-08-09
EP2347926B1 (fr) 2012-11-07
TWI371380B (en) 2012-09-01
EP2347926A1 (fr) 2011-07-27
TW200812830A (en) 2008-03-16
CA2643165C (fr) 2014-02-11
ATE508001T1 (de) 2011-05-15
EP1991439A4 (fr) 2009-12-23
EP1991439B1 (fr) 2011-05-04
JP2009527418A (ja) 2009-07-30
KR20080109768A (ko) 2008-12-17
WO2007097819A3 (fr) 2008-06-05
MY146206A (en) 2012-07-31
JP2012056571A (ja) 2012-03-22
PL1991439T3 (pl) 2011-09-30
US7600595B2 (en) 2009-10-13
ES2399196T3 (es) 2013-03-26
PL2347926T3 (pl) 2013-04-30
HK1125898A1 (en) 2009-08-21
MX2008010330A (es) 2009-01-30
EP1991439A2 (fr) 2008-11-19
CA2643165A1 (fr) 2007-08-30

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